Trolley-pole.



No. 800,702. PATBNTED 00T. 3, 1905. l.

A. L. PRENTIss.

TROLLEY POLE.

APPLICATION FILED 0OT.18,1904,

4 SHEETS-SHEET 1.

No. 800,762. PATENTED OCT. 8, 1905. A. L. PRENTISS. TROLLEY POLE.

APPLICATION FILED 00T.18,1904.

4 SHEETS-SHEET 2.

Wrzessesg' 3 5706] zr www No. 800,762. PATENTED OCT. 3, 1905. A. L.PRENTISS.

TROLLEY POLE. APPLICATION FILED 00T.1a.19o4.

l1 SHEETS-SHEET s.

miesse's: I lve/@r l No. 800,762. A PATBNTBD 00T. a, 1905. A. L.PRBNTIss.

TROLLEY POLE.

APPLICATION FILED 00T. 16,1904.

4 SHEETS-snaar 4..

/ IWI/W@ 7W @www PATENT onirica.

ANDREW L. PRENTISS, OF BUFFALO, NEW YORK.

TROLLEY-POLE.

Specification of Letters Patent.

Patented Oct. 3, 1905.

Application filed October 18, 1904. Serial No. 228,950..

To all VIii/mm` it may concern:

Be it known that l. ANDREW L. PRENTIss, a citizen of the United States,residing at Buffalo, 1n the county of Erie and State of New York, haveinvented new and useful Improvements in Trolley-Poles, of which thefollowing is a specification.

This invention relates more particularly to the class of trolley-poleshaving' automatic controlling means which permit the same to fall to aposition below the plane of the trolley-wire and the cross-wires orsupports when the trolley-wheel accidentally leaves or jumps the wire,so as to avoid damage to the pole, the trolley-wire, and its supports.

The object of my invention is to provide a simple and reliablecontrolling mechanism for the pole which is operated by compressed airor similar fluid and which holds the trolleywheel against the wire byfluid-pressure and permits the pole to be readily restored to itsoperative position.

In the accompanying drawings, consisting of four sheets, Figure l is aside elevation of a trolley-pole and base embodying my invention, thepole being shown in its operative position. Fig. 2 is a fragmentarylongitudinal section of the pole in line 2 2, Fig. 1, on an enlargedscale. Fig. 3 is a transverse section in line 3 3, Fig. 9.. Fig. 4 is afragmentary top plan view of the pole, on an enlarged scale. Fig. is afragmentary horizontal section in line 5 5, Fig. 7. Fig. 6 is afragmentary longitudinal sectionof the pole at right angles to Fig. 2.Fig. 7 is a transverse section in line 'l' 7, Fig. 6. Fig. 8 is afragmentary sectional elevation of a modified construction of the pole.Fig. 9 is a longitudinal section in line 9 9, Fig. 10. Fig. l() is alongitudinal section in line l0 10, Fig. 9.

Similar letters of reference indicate corresponding' parts throughoutthe several views.

Referring to the construction shown in Figs. l to 7, inclusive, A is astationary baseplate adapted to be secured to the car-roof and having afixed post or stud a.

B indicates a horizontally-swinging air or pressure cylinder provided atits rear end with an upright hub or bearing I), by which it is swiveledto thepost a. Antifrictionrollers Z1' are preferably interposed betweenthisihub and the post, as shown in/Figinndw 6. As shown in Fig. 6, thereduced upper end a of the post passes centrally through a ixeddiaphragm 112, arranged in the upper portion of the hub, the portion ofthe hub above this diaphragm forming an air-chamber b3, which is closedby a screw-plug An airtight joint is formed between the hub and the postby suitable packing e, interposed between the upper side of thediaphragm and a clamping-nut c, which engages with an internalscrew-thread of the air-chamber. The Lipper end of the post a passesloosely through said -clamping-nut.

D is the trolley-pole, preferably consisting of a main body-section,provided at its lower end with a yoke or bifurcated portion CZ, rigidlyconnected therewith, and at its upper end with a hinged section CZ,carrying the trolleywheel Dl and pivoted to the body-section by atransverse pivot (Z2, so as to permit the upper section to swingvertically on the lower or body section. E is the customarydepressing-cord, which is connected to the upper section d.

The branches of the yoke (Z straddle the cylinder B and are pivoted attheir lower ends to opposite sides thereof by horizontal pins f, thuspermitting the pole to swing vertically on the swiveling cylinder. Inthis cylinder is arranged a reciprocating piston Gr, the rod g of whichpasses through the rear head of the cylinder and carries a cross-headG'. The branches of the yoke l are provided with depending arms L, whichare connected with opposite ends of this cross-head by links 7i', bywhich connection the pole is caused to swing' upward and thetrolley-wheel pressed against the wire or conductor when the piston ismoved rearwardly in the cylinder by the compressed air supplied to thelatter.

The post a is provided with a longitudinal air-inlet passage if, whichleads to the air-chamber b of .the hub I; and which is connected with acompressed-air-supply tank carried by the car and not shown in thedrawings. The airchamber b3 is connected by a flexible tube or conduit jwith a valve-chamber J, carried by the lower section D of the pole andpreferably located at the junction of said section with its yoke d, asshown. This valve-chamber has an inlet passage or nipple y", to whichthe adjacent end of the tube j is connected, and a discharge passage ornipple f2, to which a fieXible return tube or conduit f3 is connected.This return-tube is connected at its opposite end with a nipple y, whichcommunicates by a port with the front portion of the cylinder. Thelatter is provided opposite its nip- IOO IIO

Emili plej'I with a similar nipple j, to which the lront end ol" theother tube 'y' is attached, as shown in Figs. .it and 'lhe inlet anddischarge passages jh/'2 of the valve-chrunbcr are connected by anintermediate passageI which opens at one end into the atmosphere.andforms a prcssine-releasing or exhaust port. 'l`h is connecting-passageis provided at opposite ends with valve-seats z to which are appliedoppositely-acting valves l the valve controlling communication betweenthe inlet and discharge passages of the valve-case, while the valve lcontrols the escape of the air from the case. -The stems of these valvesare guided in the connecting-passage and may be connected ordisconnected, as preferred. lt will now be understood that when thesupply-valve is open and the exhaust-valve is closed, as shown in Figs.2 and 6, the compressed air entering the chamber 71 does not passdirectly into the cylinder l, but reaches the same indirectly throughthe tube valve-chamber J, and return-tube j.

The valves are actuated by the pivoted upper section d ot' thetrolley-pole through the medium ot' a sliding rod M, preferably passingthrough the hollow body-section D ot' the pole and provided at its lowerend with a toe 1n, which bears against the projecting outer end of theexhaust-valve as shown in Fig. 2.

wy is a spring applied to the sliding rod between a shoulder thereof andthe adjacent head of the yoke Z and tending` to move the rod downward inthe pole.

The pressure of the trolley-wheel against the wire tends to straightenor swing the hinged upper section of the pole downwardlyT on the lowersection, drawing the rod M upward and compressing the spring w. rlhismovement causes the toe wf, to close the exlnuist-valve l and open vthesupply-valve Z and hold them in that position so long as the trolleyremains against the wire. Compressed air is therefore allowed to passthrough the valve-case J into the cylinder under these conditions,forcing the piston (i toward the rear end of the cylinder and pressingthe trolleywheel against the wire. V hen the trolleywheel accidentallyleaves the wire, the upper pole-section cl swings upward on the lowersection under the reaction ot' the spring a and causes the toe my torecede from the exhaustvalve Z, allowing the latter to open under theair-pressure and closing the supply-mlve. Then the valves are thusreversed, the further supply of compressed air to the cylinder is cutoli'l and the air behind the piston is allowed to escape through thereturn-tubcj", discharge-passage j, and exhaust-port The piston nowrecedes under the weight ot the pole exerted through the links /z/ andthe cross-head G and the pole drops to a horizontal position or belowthe plane of the usual ,oli modilication.

cross-wires which support the trolley-wire, thus preventing injury tothe same and the pole.

To restore the pole to its operative position, it is only necessary topull down on the cord E, so as to again straighten the upper polesectiond'. This causes the supply and exhaust valves to be reversed to theirVFormer position, as shown in the drawings, thereby cutting off thefurther escape of the air, again supplying pressure to the cylinder, andcausing the piston to elevate the pole and hold it in contact with thewire.

vhile I prefer to employ the valve mechanism shown in the drawings,various other kinds ol valves will suggest themselves to the skilledmechanic which may be substituted therefor without departing from myinvention.` rllhe arrangement and location of the supply and exhaustvalves is also susceptible For example, Figs. 8, 9, and l0 illustrate amodified form in which the supply-valve "2 is carried by theair-cylinder and the exhaust-valve l" by the trolley-pole. In this casethe supply-Valve consists of a hollow rotary plug closed at its innerend and open at its outer end and seated in a horizontal valve-case J',arranged at the front end ot' the cylinder and communicating by ports j'7"S with the cylinder and the air-chamber b5. The rotary plug isprovided in opposite sides with ports i Z5, adapted to register with theportsjT ,fas shown in Figs. 9 and 10,for ad mitting compressed air fromthe chamber 05 directly to the cylinder behind its piston.

The exhaust-valve Z is closed at its inner end and open at its outer endand seated in a case o, formed in the yoke of the trolley-pole. rlhisvalve is provided with an exhaust-port p, adapted to register with asimilar port p in the bottom ot' its ease when the trolleywheel jumpsthe wire. The open outer ends of the supply and exhaust valves areconnected by an air passage or chamber Q, arranged lengthwise in theadjacent yoke member of the trolley-pole. These valves are caused tooperate in unison by op positely-disposed rockarms fr i", secured totheir outer ends and connected by a link fri, the connection being such'as to cause the exhaust-valve to close when the supply-valve opens, andVice versa. rlhe two valves are actuated from the upper hingedpole-section d by the rod hl, which is connected at its lower end to arock-arm s, secured to the inner end of the exhaust-valve Z3. lVhen theparts ot' this modilied construction are in their normal position, thesupply-valve Z2 is open and the exl'iaust-valve Z3 closed, as shown inthe drawings, thus admitting compressed air into the cylinder behind thepiston and preventing its escape therefrom and holding the trolley-wheel against the wire by the rearward movement of the piston, as eX-plained in connection with the lirst-described construction. Then thetrolley-wheel accidentally leaves the wire, the downward movement of therod M' causes the supply-valve to close and the exhaust-valve to open,cutting oil' the further supply of pressure to the cylinder andpermitting the air behind the piston to escape into the hollowsupply-valve through its rear port Z5 and thence through the passage Q,hollow exhaust-valve, and the exhaust-ports p p into the atmosphere. Topermit the escape of the air through the supply/valve and at the sametime cut off communication between the inlet-chamber b5 and thecylinder, the rear port Z5 of this valve is so wide that it stillremains open after the front port Z* has been closed. It will beobserved that in this improved pneumatic controlling mechanism a singlepressure-cylinder and cooperating piston are employed for holding thepole in its operative position and that the supply of the pressure fluidto the cylinder and its release therefrom to permit the dropping of thepole are governed by suitable valve mechanism, preferably located whollyon the trolley-pole, but which may be modified in construction andarrang'ement without departing from the g'ist of the invention. The useof a single cylinder for this purpose materially simplifies theconstruction and reduces the cost of the controlling devices.

I claim as my inventionl. The combination of a trolley-pole, apressure-cylinder containing a piston, means for connecting' thetrolley-pole with the piston, a valve-case mounted on the pole andhaving an inlet-port, a conduit connecting the pressurecylinder withsaid valve-case, and valve mechanism controlling the admission of thepressure fluid to said cylinder and its escape therefrom and operated bythe movements 0f the pole, substantially as set forth.

2. The combination of a trolley-pole, a pressure-cylinder containing apiston, means for connecting the trolley-pole with the piston, avalve-case mounted on the pole and having an exhaust-port, a conduitconnecting the pressure-cylinder with said valve-case, and valvemechanism controlling the admission of the presure iluid to saidcylinder and its escape therefrom and operated by the movements of thepole, substantially as set forth.

3. The combination of a trolley-pole,a pressure-cylindercontaining apiston, means for connecting the trolley-pole with the piston,and valvemechanism mounted on the pole and controlling the admission of thepressure fluid to said cylinder and Aits escape therefrom, said valvemechanism being operated by the movements of the pole, substantially asset forth.

4. rl`he combination of a trolley-pole, a pressaid valve mechanism, thelatter being operated by the movements of the pole, substantially as setforth.

5. The combination of a trolley-pole, a pressure-cylinder containing apiston, means for connecting the trolley-pole with the piston, avalve-case mounted on the pole and having inlet and discharge passagesand an exhaustport, conduits connected with the cylinder and said inletand discharge passages, a supplyvalve controlling the passage of thefluid through the valve-case, an exhaust-valve controlling saidexhaust-port, and means for automatically operating' said valves by themovements of the trolley-pole, substantially as set forth.

6. The combination of a trolley-pole having upper and lower sectionsmovable relatively to each other, a pressure-c vlinder containing apiston, means for connecting the lower section of the pole with saidpiston, a valve-case mounted on the trolley-pole and having' anexhaust-port, conduits connecting the pres-.

sure-cylinder with said valve-case, valve mechanism controlling thepassage of the fluid through said valve-case and its escape through saidexhaust-port, and operating means for said valve mechanism controlled bythe movements of the upper trolley-pole section relative to the lowersection, substantially as set forth.

7. The combination of a trolley-pole having Lipper and lower sectionsmovable relatively to each other, a pressure-cylinder containing' apiston, means for connecting the lower section of the pole with saidpiston, avalve-case mounted on the trolley-pole and connected with saidcylinder, valves arranged in said case and controlling the passage ofthe fluid to and from the cylinder, and a sliding rod connected with theupper section of the pole and operating said valves, substantially asset forth.

8. The combination of a trolley-polehaving upper and lower sectionsmovable relatively to each other, a pressure-cylinder containing apiston,`means for connecting the lower section of the pole with saidpiston, a valve-case mounted on the trolley-pole and connected with saidcylinder, valves arranged in said case and controllingl the passage ofthe fluid to and from the cylinder, and a sliding rod connected with theupper section of the pole and having a toe which engag'es said valves,substantially as set forth.

9. The combination of atrolley-pole, a pressure-cylinder having nipplesor connections at opposite sides thereof, a fluid-supply passage leadingto one of said nipples, a piston arranged in the cylinder and connectedwith the trolley-pole, a valve-case mounted on the, pole'and havingnipples or connections corresponding to those of the cylinder, conduitsattached at opposite ends to the nipples of the cylinder and thevalve-case, and valve mech- IOO anism arranged in said case andcontrolling the supply of the fluid to said cylinder and its escapotherefrom, said valve mechanism being controlled by the movements of thetrolleypole, substantially as set forth.

10. The combination of a trolley-pole, a pressure-eylindcr having' afluid-supply chamber, a piston arranged in the cylinder and connectedwith the trolley-pole, a valve-chamber mounted on the pole, conduitsleading from said supply-chamber to the valve-chamber and from thelatter to the cylinder, and valve mechanism arranged in said case andcontrolling the supply of the liuid to said cylinder and its escapetherefrom, said valve mechanism being' controlled by the movements ofthe trolley-pole, substantially as set forth.

11. The combination of a base having a stud or post containing' aHuid-supply passage, a pressure-cylinder having a hub swiveled on saidpost and provided with a Huid-chamber connected with saidsupply-passage, a trolleypole pivoted to said cylinder', a pistonarranged in said cylinder and connected with the trolley-pole, avalve-caso mounted on the trolleypole, conduitsleading from saidsupply-chamber to the valve-case and from the latter to the cylinder,and valve mechanism arranged in said case and controlling the supply ofthe fluid to said cylinder and its escape therefrom, said valvemechanism being controlled by the movements of the trolley-pole,substantially as set forth.

l2. The combination of a base having a stud or post containing a'Huid-supply passage, a pressure-cylinder having a hub swiveled on saidpost and provided in its upper portion with a Huid-supply chamberconnected with said passage and separated from the lower portion of thehub by a diaphragm, the upper end of the post passing through saiddiaphragm, a screw-nut engaging with the interior of saidsupply-chamber, packing interposed between said nut and said diaphragm,a piston arranged in said cylinder, a trolleypole pivoted to saidcylinder and connected with the piston, and valve mechanism controllingthe admission of the pressure fluid to the cylinder and its releasetherefrom, said valve' mechanism being controlled by the movements ofthe trolley-pole, substantially as set forth.

Vilitness my hand this 17th day of October, 1904. v

ANDREW L. PRENTISS.

Witnesses:

THEO. L. PoPP, E. M. GRAHAM.

